EP1065356A2 - Moteur à combustion interne à quatre temps - Google Patents

Moteur à combustion interne à quatre temps Download PDF

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Publication number
EP1065356A2
EP1065356A2 EP00111188A EP00111188A EP1065356A2 EP 1065356 A2 EP1065356 A2 EP 1065356A2 EP 00111188 A EP00111188 A EP 00111188A EP 00111188 A EP00111188 A EP 00111188A EP 1065356 A2 EP1065356 A2 EP 1065356A2
Authority
EP
European Patent Office
Prior art keywords
valve
passage
stroke cycle
fresh air
cycle engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP00111188A
Other languages
German (de)
English (en)
Other versions
EP1065356A3 (fr
EP1065356B1 (fr
Inventor
Iida Yoshikatsu
Fujiwara Yasunobu
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yamaha Motor Co Ltd
Original Assignee
Yamaha Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Publication of EP1065356A2 publication Critical patent/EP1065356A2/fr
Publication of EP1065356A3 publication Critical patent/EP1065356A3/fr
Application granted granted Critical
Publication of EP1065356B1 publication Critical patent/EP1065356B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M13/022—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction

Definitions

  • This invention relates to a four-stroke cycle engine having an intake passage and an exhaust passage both opening to a combustion chamber, and having an intake valve for opening and closing the intake passage and an exhaust valve for opening and closing the exhaust passage, with blowby leaking from the combustion chamber into a crank chamber returned to the intake passage through a circulation passage and with the circulation passage.
  • Another arrangement for increasing the combustion efficiency by producing turbulence in the combustion chamber in the cylinder is provided with a sub-intake passage.
  • the intake flow rate through the sub-intake passage is determined with the main intake passage flow rate or the intake pressure and therefore combustion chamber internal turbulence required for stabilized combustion varies with the engine load. However, the variation cannot satisfy the requirement.
  • it is an objective of the invention is to provide a four-stroke cycle engine as indicated above which is capable of maintaining the interior of the crank chamber at negative pressures, reducing soil in the engine, reducing oil deterioration, lowering the crank chamber internal pressure, reducing pulsation loss, and improving fuel economy.
  • this objective is solved for a four-stroke cycle engine as indicated above in that a fresh air intake passage is provided to make fluid communication between part of the intake passage on the upstream side of a throttle valve and the crank chamber, with the fresh air intake passage provided with a fresh air inflow valve.
  • the circulation passage has a return flow rate controller.
  • the invention recited in claim 4 is based on the four-stroke cycle engine recited in claim 1, characterized in that a check valve is provided in the circulation passage to prevent reverse flow from the intake passage toward the crank chamber.
  • the return port of the circulation passage is disposed in the opening area of the intake passage opening to the combustion chamber, it is possible by utilizing the pulsation of internal pressure in the crank chamber to freely control the flow rate through the intake passage and produce intake turbulence commensurate with loads, stabilize cold engine combustion, and improve ease of drive, fuel economy, and emission property.
  • the invention recited in claim 6 is a four-stroke cycle engine of one of claims 1 to 3, characterized in that a control means is provided to produce negative pressures in the crank chamber over the entire range from low to high loads by controlling the fresh air inflow control valve and the return flow rate control valve.
  • the four-stroke cycle engine 1 of this embodiment is of any type; with a single cylinder, two cylinders, three cylinders, or multiple cylinders arranged in V-banks, in which the crankcase internal pressure pulsates with the movement of a piston or pistons.
  • the main body 2 of the four-stroke cycle engine 1 comprises a cylinder block 3, a crankcase 4, an oil pan 5, a cylinder head 6, a head cover 7, and others.
  • a crankshaft 9 disposed in a crank chamber 8 defined with the cylinder block 3, crankcase 4, and the oil pan 5 is shaft-supported between the cylinder block 3 and the crankcase 4.
  • a piston 11 is disposed for reciprocal movement in a cylinder bore 10 in the cylinder block 3. The piston 11 is connected through a connecting rod 12 to the crankshaft 9.
  • the crankcase 4 is provided with a crank angle sensor S1, an oil pressure sensor S2, and a knocking sensor S3. Signals from those sensors are sent to a controller 24.
  • the cylinder block 3 and the cylinder head 6 are provided with water jackets.
  • a temperature sensor S4 is disposed in the cylinder head 6, from which engine temperature signals are sent to the controller 24.
  • an exhaust passage 13 and an intake passage 14 with their openings to the combustion chamber 15 are opened and closed with an exhaust valve 16 and an intake valve 17, respectively.
  • the exhaust valve 16 and the intake valve 17 are driven with cams 20 and 21 formed on camshafts 18 and 19, respectively.
  • the camshafts 18 and 19 are rotated by way of cam chains (not shown) with the crankshaft 9.
  • a cam sensor S5 is provided on the head cover 7 to send cam angle signals to the controller 24.
  • the cam 21 provided on the intake side of the camshaft 19 is adapted to control by way of the controller 24 a variable valve drive mechanism 99 to change the cam position responsive to operating conditions of the engine (1).
  • An ignition plug 22 is disposed in the cylinder head 6 with its tip facing the combustion chamber 15.
  • the ignition plug 22 is connected to an ignition coil 23 for producing a high voltage responsive to an ignition signal from the controller 24, and produces sparks for ignition.
  • the cylinder head 6 is connected through the exhaust passage 13 to an exhaust pipe 30, and provided with catalyst devices 31 and 32 in two positions to purify emissions.
  • the catalyst device 31 is provided with an exhaust temperature sensor S6 to send exhaust temperature signals to the controller 24.
  • An intake pipe 33 is connected by way of the intake passage 14 to the cylinder head 6, and further connected to an air flow meter 34, and an air cleaner 35.
  • the intake pipe 33 is further provided with a surge tank 36 and a throttle valve 37.
  • the air flow meter 34 is provided with a mass flow sensor S7, and the air cleaner 35 is provided with an intake air temperature sensor S8, to send respective signals to the controller 24.
  • the cylinder head 6 is also provided with a fuel injection valve 50 for injecting fuel into the intake passage 14.
  • Fuel in a fuel tank 51 is supplied to the fuel injection valve 50 by way of a fuel supply pipe 53 as a fuel pump 52 is driven.
  • Surplus fuel is returned from the fuel injection valve 50 to the fuel tank 51 by way of a fuel return pipe 54.
  • the fuel injection valve 50 is controlled with the controller 24.
  • the fuel tank 51 is connected to a vapor separator 55 to separate air content from fuel content.
  • the air content is sent to an intake passage 70 of an intake pipe 33 on the downstream side of the surge tank 36 by way of an air supply passage 57 as a supply pump 56 is driven.
  • the supply pump 56 is controlled with the controller 24.
  • the blowby leaking from the combustion chamber 15 through the gap between the piston 11 and the cylinder bore 10 as the piston 11 reciprocates is returned by way of a circulation passage 60 to the intake passage 70 of the intake pipe 33 on the downstream side of the surge tank 36.
  • the circulation passage 60 is provided with a return flow rate control valve 61 for controlling the return flow rate.
  • the return flow rate control valve 61 is constituted with a pressure control valve (PCV).
  • a fresh air inflow passage 71 is provided to make fluid interconnection between part of the intake passage 70 on the upstream side of the throttle valve 37 and the crank chamber 8.
  • a fresh air inflow control valve 72 is disposed in the fresh air inflow passage 71.
  • the flow rate through the fresh air inflow control valve 72 is controlled to be smaller than that through the return flow rate control valve 61. This makes it possible to maintain the internal pressure of the crank chamber 8 negative, as fresh air flows from the fresh air inflow passage 71 as the piston 11 reciprocates and mixes with the blowby leaking through the gap between the piston 11 and the cylinder bore 10 and is returned by way of the circulation passage 60 to the intake passage 70, on the downstream side of the surge tank 36, of the intake pipe 33.
  • the fresh air inflow control valve 72 and the return flow rate control valve 61 are controlled with a controller 24 constituting a control means using a control map associated with pre-stored valve opening degrees and engine operating conditions over the entire range from low to high loads to maintain the interior of the crank chamber 8 at negative pressures.
  • This control further makes it possible to reduce soil in the engine interior, reduce oil deterioration, lower the crank chamber internal pressure, and improve fuel economy.
  • FIG. 2 is a general constitution drawing of another embodiment of the four-stroke cycle engine.
  • the same parts as those in the first embodiment shown in FIG. 1 are provided with the same reference numerals and their descriptions are omitted.
  • a check valve 80 and the return flow rate control valve 61 are provided in the circulation passage 60 to prevent reverse flow from the intake passage 14, which is open to the combustion chamber 15, toward the crank chamber.
  • the return flow rate control valve 61 is constituted with a duty valve.
  • the return flow rate control valve 61 makes it possible to freely control the flow rate through the intake passage 14; for example toward closing side at low loads and toward opening side at high loads. In this way, it is possible to produce intake turbulence commensurate with requirement according to loads, to stabilize combustion when the engine is cold, to improve ease of drive, and to improve fuel economy.
  • the fresh air inflow control valve is disposed in the fresh air inflow passage and the return flow rate control valve is disposed in the circulation passage, and the flow rate through the fresh air inflow control valve is made smaller than the flow rate through the return flow rate control valve, to make it possible to maintain the internal pressure of the crank chamber 8 low, reduce soil in the interior of the engine, reduce oil deterioration, lower crank chamber internal pressure, and improve fuel economy.
  • the return port of the circulation passage is disposed in the opening area of the intake passage opening to the combustion chamber, it is possible to freely control the flow rate through the intake passage utilizing the pulsation of the crank chamber internal pressure, produce intake turbulence meeting requirement according to the load, stabilize cold engine combustion, improve driveability and fuel economy.
  • crank chamber internal pressure is made negative over the entire range from low to high loads by controlling the fresh air inflow control valve and the return flow rate control valve, it is further possible to reduce soil in the engine interior, reduce oil deterioration, lower the crank chamber internal pressure, reduce pulsation loss, and improve fuel economy.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP00111188A 1999-05-24 2000-05-24 Moteur à combustion interne à quatre temps Expired - Lifetime EP1065356B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP14267499 1999-05-24
JP11142674A JP2000337218A (ja) 1999-05-24 1999-05-24 ４サイクルエンジン

Publications (3)

Publication Number Publication Date
EP1065356A2 true EP1065356A2 (fr) 2001-01-03
EP1065356A3 EP1065356A3 (fr) 2001-03-28
EP1065356B1 EP1065356B1 (fr) 2005-09-28

Family

ID=15320879

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00111188A Expired - Lifetime EP1065356B1 (fr) 1999-05-24 2000-05-24 Moteur à combustion interne à quatre temps

Country Status (3)

Country Link
EP (1) EP1065356B1 (fr)
JP (1) JP2000337218A (fr)
DE (1) DE60022827T2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2864156A1 (fr) * 2003-12-18 2005-06-24 Renault Sas Dispositif de controle moteur

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4502737B2 (ja) * 2003-08-29 2010-07-14 本田技研工業株式会社 内燃機関のブローバイガス換気装置
JP2008267273A (ja) * 2007-04-20 2008-11-06 Aisan Ind Co Ltd ブローバイガス還元装置
KR102157828B1 (ko) * 2018-10-25 2020-09-21 콘티넨탈 오토모티브 시스템 주식회사 내연기관 엔진의 브리더 제어 밸브 제어 장치 및 방법

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2252974A (en) * 1938-05-27 1941-08-19 Donaldson Co Inc Crankcase ventilating system
GB661649A (en) * 1949-12-13 1951-11-21 Fiat Spa Improvements in or relating to the ventilation of internal combustion engine crankcases
DE1916788A1 (de) * 1968-07-17 1970-04-09 Nissan Motor Belueftungssystem fuer Kurbelgehaeuse
DE2006233A1 (de) * 1969-02-14 1970-09-03 Ford-Werke AG, 5000 Köln-Deutz Geschlossene Ventilationseinrichtung für das Schmiersystem einer Verbrennungskraftmaschine
WO1997029278A1 (fr) * 1996-02-12 1997-08-14 Serge Vallve Systeme de recyclage des gaz du carter
US5697351A (en) * 1996-11-12 1997-12-16 Miniature Precision Components, Inc. Positive crankcase ventilation valve for motor vehicle

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2252974A (en) * 1938-05-27 1941-08-19 Donaldson Co Inc Crankcase ventilating system
GB661649A (en) * 1949-12-13 1951-11-21 Fiat Spa Improvements in or relating to the ventilation of internal combustion engine crankcases
DE1916788A1 (de) * 1968-07-17 1970-04-09 Nissan Motor Belueftungssystem fuer Kurbelgehaeuse
DE2006233A1 (de) * 1969-02-14 1970-09-03 Ford-Werke AG, 5000 Köln-Deutz Geschlossene Ventilationseinrichtung für das Schmiersystem einer Verbrennungskraftmaschine
WO1997029278A1 (fr) * 1996-02-12 1997-08-14 Serge Vallve Systeme de recyclage des gaz du carter
US5697351A (en) * 1996-11-12 1997-12-16 Miniature Precision Components, Inc. Positive crankcase ventilation valve for motor vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2864156A1 (fr) * 2003-12-18 2005-06-24 Renault Sas Dispositif de controle moteur
WO2005061865A1 (fr) * 2003-12-18 2005-07-07 Renault Sas Dispositif de controle moteur

Also Published As

Publication number Publication date
EP1065356A3 (fr) 2001-03-28
DE60022827T2 (de) 2006-07-13
JP2000337218A (ja) 2000-12-05
DE60022827D1 (de) 2006-02-09
EP1065356B1 (fr) 2005-09-28

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